U.S. patent number 11,152,803 [Application Number 14/984,916] was granted by the patent office on 2021-10-19 for inoperable battery charger detection and notification for electric vehicles.
This patent grant is currently assigned to CLUB CAR, LLC. The grantee listed for this patent is Club Car, LLC. Invention is credited to Robert H. Edwards.
United States Patent |
11,152,803 |
Edwards |
October 19, 2021 |
Inoperable battery charger detection and notification for electric
vehicles
Abstract
A battery charger detection system is provided. The battery
charger detection system includes a battery charger, an indicator,
and a controller. The controller detects an initial electrical
coupling of the battery charger to a battery and measures a first
voltage of the battery upon the electrical coupling. The controller
further measures a second voltage of the battery and actuates the
indicator in response to both a continued electrical coupling
between the battery charger and the battery and the second voltage
being less than or equal to the first voltage after a predetermined
length of time.
Inventors: |
Edwards; Robert H. (Martinez,
GA) |
Applicant: |
Name |
City |
State |
Country |
Type |
Club Car, LLC |
Evans |
GA |
US |
|
|
Assignee: |
CLUB CAR, LLC (Evans,
GA)
|
Family
ID: |
59226938 |
Appl.
No.: |
14/984,916 |
Filed: |
December 30, 2015 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20170194802 A1 |
Jul 6, 2017 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
H02J
7/027 (20130101); H02J 7/0048 (20200101); B60L
58/10 (20190201); H02J 7/0047 (20130101); H02J
7/00 (20130101); B60L 53/31 (20190201); H02J
7/0029 (20130101); B60L 3/00 (20130101); Y02T
10/70 (20130101); Y02T 90/12 (20130101); Y02T
90/14 (20130101); Y02T 10/7072 (20130101) |
Current International
Class: |
H02J
7/00 (20060101); B60L 53/31 (20190101); B60L
3/00 (20190101); H02J 7/02 (20160101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Other References
JPH08140288 translation May 1996, Miyazawa. cited by
examiner.
|
Primary Examiner: Dunn; Drew A
Assistant Examiner: McDaniel; Tynese V
Attorney, Agent or Firm: Edell, Shapiro & Finnan,
LLC
Claims
What is claimed is:
1. A system for detecting an inoperative battery charger for a
vehicle comprising: a rechargeable battery; a battery charger
configured to electrically couple to and thereby establish an
initial electrical coupling with the rechargeable battery to
produce a power connection signal; a microprocessor-based control
unit configured to detect the power connection signal, and in
response to the detection, disable the vehicle by entering the
vehicle in a locked-out state; and an indicator in communication
with the microprocessor-based control unit and configured to
identify an operational status of the battery charger, wherein,
when the microprocessor-based control unit confirms both that the
vehicle is in the locked-out state and that a plug connection
status has been set to disconnected, the microprocessor-based
control unit measures a first voltage value of the rechargeable
battery and, after a predetermined period of time has passed from
the initial electrical coupling, measures a second voltage value of
the rechargeable battery, and wherein, the microprocessor-based
control unit changes the plug connection status from disconnected
to connected in response to a confirmation of the presence of the
power connection signal to reflect that the battery charger and
vehicle are electrically connected, and wherein, when the
microprocessor-based control unit determines the value of the
second voltage is less than or equal to the first voltage value and
confirms the plug connection status as connected, but has not yet
confirmed that the charger is operable, the microprocessor-based
control unit actuates the indicator to indicate the operational
status of the battery charger as inoperable, the operational status
of the battery charger as being inoperable being determined after a
predetermined period of time from the initial electrical
coupling.
2. The system of claim 1, wherein the indicator is one or more of
an audible signal and a visual signal.
3. The system of claim 1, wherein the indicator is a wireless
communication signal.
4. The system of claim 3, wherein the wireless communication signal
is transmitted to a remote third party via a wireless
connection.
5. The system of claim 1, wherein the microprocessor-based control
unit measures the predetermined period of time by tracking the time
that has passed since the measured first voltage value.
6. A method of detecting an inoperable battery charger of a
vehicle, the method comprising: establishing an electrical coupling
between a battery charger and a rechargeable battery to produce a
power connection signal; detecting by a microprocessor the power
connection signal, and in response to the detection, disabling the
vehicle by entering a locked-out state; measuring by the
microprocessor a first voltage of the battery in response to
confirming both that the vehicle is in the locked-out state and
that a plug connection status has been set to disconnected;
subsequently measuring a second voltage of the battery; changing by
the microprocessor the plug connection status from disconnected to
connected in response to a confirmation of the presence of the
power connection signal to reflect that the battery charger and
vehicle are electrically connected; and after confirming the plug
connection status as connected and the microprocessor is not
indicating that the battery charger is operable, indicating an
operational status of the battery charger as inoperable in response
to the second voltage being less than or equal to the first
voltage, the operational status of the battery charger as being
inoperable being determined after a predetermined period of time
from the electrical coupling.
7. The method of claim 6, further comprising wirelessly
transmitting the operational status of the battery charger to a
remote third party.
8. The system of claim 2, wherein the predetermined period of time
is about 30 seconds.
9. The method of claim 6, wherein the predetermined period of time
is about 30 seconds.
Description
BACKGROUND
Technical Field
The present disclosure relates to the charging of electric vehicles
and, in particular, to battery charging systems of electric
vehicles.
State of the Art
Electric vehicles, such as golf carts and other utility vehicles,
require regular charging of the flooded lead-acid batteries to
ensure they are available for use. Currently, when an electric
vehicle is connected to a charger, the attendant can observe a
visual indicator on the charger or listen for an audible signal
that the battery is charging.
For fleet operations, as in golf course facilities, where numerous
vehicles are being managed by the attendant, the time may not be
taken to verify each charger is indeed operating properly and
charging the battery. Also, due to facility constraints and methods
of charger mounting, the visual indicator may not be readily
visible and the audible signal may not be distinguishable between
so many vehicles. These factors can result in non-functional
chargers going undetected, which results in the vehicle not being
available for service when required.
There is thus a need to provide a means and/or method to ensure the
proper charging of electric vehicles.
SUMMARY
The present disclosure relates to the charging of electric vehicles
and in particular to the detection and notification of inoperative
battery chargers.
An aspect of the present disclosure includes a battery recharging
system comprising: a battery charger; and an indicator, wherein in
response to the battery charger being electrically coupled to a
battery a first voltage value of the battery is measured, and
wherein a second voltage value of the battery is measured and the
indicator is actuated in response to the value of the second
voltage being less than or equal to the first voltage after a
predetermined length of time.
Another aspect of the present disclosure includes a battery
recharging system comprising: an initial charge detection, wherein
a battery charger is electrically coupled to a battery; and an
indicator, wherein in response to the initial charge detection a
first voltage of the battery is measured, and wherein the indicator
is actuated in response to a second voltage being less than or
equal to the first voltage after a predetermined length of
time.
Another aspect of the present disclosure includes an inoperable
battery charger detection system comprising: a battery charger; an
indicator; and a controller, wherein the controller detects an
initial electrical coupling of the battery charger to a battery and
measures a first voltage of the battery upon the electrical
coupling, and wherein the controller measures a second voltage of
the battery and actuates the indicator in response to both a
continued electrical coupling between the battery charger and the
battery and the second voltage being less than or equal to the
first voltage after a predetermined length of time.
Another aspect of the present disclosure includes a method of
detecting an inoperable battery charger, the method comprising:
electrically coupling a battery charger to a battery; measuring a
first voltage of the battery; subsequently measuring a second
voltage of the battery; comparing the second voltage to the first
voltage; and indicating an operational status of the battery
charger thereby.
The foregoing and other features, advantages, and construction of
the present disclosure will be more readily apparent and fully
appreciated from the following more detailed description of the
particular embodiments, taken in conjunction with the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
Some of the embodiments will be described in detail, with reference
to the following figures, wherein like designations denote like
members:
FIG. 1 is a block diagram of an embodiment of a battery recharging
system in accordance with the present disclosure;
FIG. 2 is a flowchart of the control logic associated with a
battery charging detection event of an embodiment of a battery
recharging system in accordance with the present disclosure;
and
FIG. 3 is a flowchart of the control logic associated with a
battery charging detection event of an embodiment of a battery
recharging system in accordance with the present disclosure.
DETAILED DESCRIPTION OF EMBODIMENTS
A detailed description of the hereinafter described embodiments of
the disclosed apparatus and method are presented herein by way of
exemplification and not limitation with reference to the Figures
listed above. Although certain embodiments are shown and described
in detail, it should be understood that various changes and
modifications may be made without departing from the scope of the
appended claims. The scope of the present disclosure will in no way
be limited to the number of constituting components, the materials
thereof, the shapes thereof, the relative arrangement thereof,
etc., and are disclosed simply as an example of embodiments of the
present disclosure.
As a preface to the detailed description, it should be noted that,
as used in this specification and the appended claims, the singular
forms "a", "an" and "the" include plural referents, unless the
context clearly dictates otherwise.
The drawings depict illustrative embodiments of a battery
recharging system 10. The embodiments may comprise various
structural and functional components that complement one another to
provide the unique functionality and performance of the system 10,
the particular structure and function of which will be described in
greater detail herein. For example, embodiments of the battery
recharging system 10 may comprise one or more of a controller, a
battery, and a battery charger, as well as other structural and
functional components, that may be capable of establishing
electrical connectivity to one another to perform their respective
intended functions.
With reference to FIG. 1, embodiments of the battery charging
system 10 may comprise a battery charger 20. The battery charger 20
may be a microprocessor-based, high-frequency, solid state device,
capable of electrically coupling a power source 12 to a battery 16
for the purpose of recharging the battery 16. The battery charger
20 may further comprise a controller 22 configured to control and
govern the operational aspects of the charger 20, including, but
not limited to, the execution of the on-board software, the storing
of charging and operational information in a memory, the real-time
monitoring of changes in voltage in the battery 16 to deliver the
appropriate charge to the battery 16, and the modification of the
charge cycle depending on the needs of the battery 16. The battery
charger 20 may further comprise an alternating current (AC) power
cable 26 and a direct current (DC) power cable 28, each of which
may be releasably detached or recoupled to the battery charger 20,
as needed. In other words, each of the AC power cable 26 and the DC
power cable 28 is replaceable on the battery charger 20, as needed.
The AC power cable 26 may also be configured to connect to a power
source 12, such as an AC power outlet, to provide power to the
electrical components and functionality of the battery charger 20.
The DC power cable 28 may be configured to be electrically
connected to the battery 16 to establish electrical connectivity
between the charger 20 and the battery 16 to permit the charger 20
to recharge the battery 16. As such, when the AC power cable 26 is
plugged into the power source 12 and the DC power cable is
electrically coupled to the battery 16, the charger 20 may recharge
the battery 16.
Embodiments of the battery charging system 10 may comprise a
battery 16. The battery 16 may be a battery system having a single
battery, a bank of batteries, a bank of batteries with a dedicated
controller, or the like. For example, the battery 16 may be
configured as a 48 V 100 Ah battery, or other similar battery.
Embodiments of the battery charging system 10 may comprise the
battery 16 being a power source for an electric-powered device.
Embodiments of the battery charging system 10 may comprise the
battery 16 being part of a vehicle 30, such as a golf cart, utility
vehicle, forklift, passenger vehicle or the like. The battery 16
may serve as the sole source of power to propel the vehicle 30, as
in a traction battery pack for golf carts and utility vehicles,
while in others the battery 16 may function as a supplemental power
source, as with a hybrid drive. The vehicle 30 may comprise a
controller 32. The controller 32 may be a microprocessor-based
control unit capable of controlling, operating, monitoring,
governing, or otherwise directing the operational aspects of the
vehicle 30, including for example, but not limited thereto, the
operations of a propulsion mechanism, such as a motor, to propel
the vehicle 30, the operations of on-board software, the operations
of a GPS unit, the operations of a visual display unit (VDU), and
the charging and discharging of the battery 16. During operation of
the vehicle 30, the controller 32 may be configured to direct power
from the battery 16 to the motor to facilitate the movement of the
vehicle 30, in response to user inputs, such as, for example, the
user depressing the pedal of the accelerator. In other words, based
on user input received and processed by the controller 32, the
battery 16 may be directed by the controller 32 to deliver
electrical energy to the motor to operate the motor and drive the
vehicle 30.
Embodiments of the battery charging system 10 may further comprise
the battery charger 20 being positioned externally to the vehicle
30, as exemplarily depicted in FIG. 1. In other words, the battery
charger 20 may be separate and independent from the vehicle 30. In
such embodiments, when not in use, the battery charger 20 may
remain plugged into the AC power source via cable 26. Then, when
the battery charger 20 is needed to recharge the battery 16 in the
vehicle 30, a plug 29 at the end of the DC cable 28 may be inserted
into a corresponding plug port 31 on the vehicle 30 to thereby
supply power from the power source 12 to the vehicle 30, and in
particular to the battery 16 on the vehicle 30. In alternative
embodiments of the battery charging system 10, the battery charger
20 may be positioned internally to the vehicle 30 with the DC cable
28 already coupled between the battery charger 20 and the battery
16. As such, the battery charger 20 may be integral with the
vehicle 30. In such embodiments, when the battery 16 needs to be
recharged, the vehicle 30 can be attached via AC cable to the AC
power source.
With the battery charger 20 in either an external or internal
configuration with the vehicle 30, as described herein, the battery
charger 20 and its associated controller 22 may be configured to
communicate a power connection signal (i.e., a power detection
signal) when the battery charger 20 is electrically coupled between
the AC power source, such as external power source 12, and the DC
power source, such as the battery 16. The power connection signal
(i.e., power detection signal) may be sensed by the controller 32
on the vehicle 30. The controller 32 may be configured to use the
power connection signal from the battery charger 20 to govern the
operational aspects of the vehicle 30 accordingly. For example, the
controller 32, upon sensing the power connection signal, may send a
lockout signal to the motor 33 to prevent the motor 33 from
engaging or otherwise spinning. In particular, a traction control
or interlock circuit in the controller 32 may monitor the event of
connecting the battery 16 to the power source 12 by way of the
battery charger 20. The act of coupling the plug 29 to the
corresponding plug port 31 may complete the charge circuit between
the charger 20 and the battery 16, which may cause a change in an
electrical parameter, such as a change in voltage or other
electrical parameter, between the battery 16 and the controller 32.
This change in parameter may be the power connection signal sensed
by the controller 32, causing the controller 32 to send the lockout
signal to the motor 33 to prevent movement of the vehicle 30.
By sensing the electrical parameter change, the controller 32 may
be configured to transition the motor 33, and thus the vehicle 30,
between the locked-out state and an operational state. For example,
while electric power is being delivered from the external power
source 12 to the battery 16, via the battery charger 20, the
voltage supplied from the battery 16 to the controller 32 is
relatively low and the interlock circuit within the controller 32
can continue to disable the motor so that the vehicle 30 is
prevented from being operated, moved, or the like. With the
motor/vehicle 30 in the locked-out state, the motor will not
operate and the vehicle 30 will remain stationary. The motor may
remain in this locked out state to prevent movement of the vehicle
30 so long as the battery 16 is electrically coupled to the power
source 12 via the battery charger 20. However, once the battery 16
is disconnected from the battery charger 20, the controller 32 may
be configured to sense the change in voltage between the battery 16
and the controller 32 may respond to the change in voltage by
terminating the lockout signal to the motor to thus enable the
motor. With the motor placed in the operational state, the movement
of the vehicle 30 is no longer restricted and/or disabled and the
vehicle is permitted to be moved or operated, as needed.
Embodiments of the battery charging system 10 may comprise the
controller 32 being configured to govern one or more of the
operational aspects of the vehicle 30 based on inputs received by
the controller 32 from such components as, for example, the vehicle
30, the battery 16, and/or the battery charger 20. The controller
32 may be configured to receive and send electrical and data
communication to one or more of the communication control device
40, the VDU 31, the audible indicator 27, the visible indicator 29,
and/or the motor 33, as described herein and as schematically
depicted in FIG. 1, to control and govern the operational aspects
thereof. Moreover, embodiments of the battery charging system 10
may comprise the controller 32 being a stand-alone traction control
circuit or a traction controller that is configured to receive and
send data, signal, and electrical input from, for example, the
battery 16, the battery charger 20, and/or the vehicle 30 to
thereby communicate operational instructions to these and other
components of the vehicle 30. For example, once the traction
controller receives the electrical parameter change described
herein, the traction controller may send the lockout signal to the
motor 33, which may be a separate component from the controller 32.
Further in example, the traction controller may be configured to
communicate with the VDU 31 and communication control device 40 via
a communication bus that allows the traction controller to provide
operational instructions to the VDU 31 and the communication
control device 40. Indeed, one or more communication buses may be
configured between component parts of the system 10, as needed, to
provide adequate communication capability therebetween, as
described herein. The traction controller may be further configured
to communicate with the audible indicator 27 and the visible
indicator 29 to govern their respective operations and functions.
In this way, the traction controller may operate and function to
control the other operational aspects of the vehicle 30 described
herein. And, in addition thereto, embodiments of the system 10 may
further comprise the various component parts of the system 10 being
arranged in other variable configurations that allow the system 10
to function as herein described.
Embodiments of the battery charging system 10 may further comprise
the VDU 31 being configured to include the communication control
device 40, so that the wireless communication signal that is sent
to a third party 50, to be described in greater detail herein, may
be sent to the third party 50 by way of the communication control
device 40 as part of the VDU 31. For example, using the capability
of the VDU 31, a wireless communication signal may be sent via a
web server, a wireless network, Bluetooth, Wi-Fi, a cellular or
mobile network, and/or other wireless communication means by the
communication control device 40 to the third party 50 to provide
information to the third party 50 about a particular vehicle 30 and
its operational status, including historical status and real-time
status.
Embodiments of the battery charging system 10 may further comprise
one or more status indicators configured to communicate one or more
operational aspects of the power source 12, the battery charger 20,
the battery 16, and/or the vehicle 30 to a third party 50, such as
an operator, attendant, and/or user. For example, one or more
charger indicators 25 configured on the battery charger 20 may
communicate an operational status of the battery charger 20. One or
more of the charger indicators 25 may indicate whether or not the
battery charger 20 is electrically coupled to the power source 12.
Such an indicator may be an LED light that lights up in response to
the battery charger 20 being electrically coupled to the AC power
source 12. Another of the charger indicators 25 may be an LED light
that lights up to indicate the amount of charge remaining in the
battery 16. Another of the charger indicators 25 may indicate one
or more general operational problems with the battery charger 20.
These charger indicators 25, for example, may thus communicate the
operational status of the battery charger 20 to the third party
50.
Other status indicators in the battery charging system 10 may be
configured on the vehicle 30 to communicate an operational status
of the battery charger 20, the battery 16, and/or the vehicle 30 to
the third party 50, such as an operator, attendant, and/or user.
For example, when the controller 32 of the vehicle 30 senses the
power connection signal connection between the power source 12 and
the battery 16, through the battery charger 20, the controller 32
may instruct an audible indicator 27 on the vehicle 30 to sound an
audible signal to alert the third party 50 that electrical
connection has been established between the power source 12 and the
battery 16. The audible indicator 27 may be a buzzer, beeper, or
other audible device capable of making an audible noise/alert, such
as a speaker.
Embodiments of the battery charging system 10 may comprise the
audible indicator 27 being the normal indicator that is customarily
used on golf carts and other utility vehicles to indicate the
vehicle 30 is in reverse mode. For example, when a transmission
control or other equivalent directional control of the vehicle 30
is placed into a reverse setting, the controller 32 may be
configured to actuate the audible indicator 27 to generate a beep.
The controller 32 can be configured to actuate the same audible
indicator 27 when the vehicle 30 is being recharged. The audible
indicator 27 may be an additional indicator, but need not be as the
existing audible indicator of the vehicle 30 may be used. Moreover,
as suggested, the same audible sound may be used to indicate both
charging and reverse mode, but embodiments of the charging system
10 may include different audible sounds, different audible sound
patterns, and/or different audible sound tones being generated for
reverse and for charging, to thereby distinguish therebetween.
Further still, the controller 32 may be configured to instruct the
VDU and/or the on-board speakers of the vehicle 30 to be the
audible indicator 27 to generate the audible alert for charging
connection (i.e., the power connection signal).
In addition or in the alternative, the battery charging system 10
may further comprise a visual indicator 29 to communicate an
operational status of the battery charger 20, the battery 16,
and/or the vehicle 30 to the third party 50, such as an operator,
attendant, and/or user. For example, although the audible indicator
27 has been herein described in association with charging status,
the visual indicator 29 may be used to additionally or
alternatively communicate charging status to the third party 50.
That is, the visual indicator 29 may be used separately from the
audible indicator 27 or as a supplement to the audible indicator
27. For example, embodiments of the battery charging system 10 may
comprise the controller 32, in response to the sensing of the power
connection signal, utilizing the VDU 31 to visually indicate to the
third party 50 one or more operational aspects of the battery
charger 20, the battery, or the vehicle 30 itself. The controller
32 may instruct the VDU to display an acknowledge button or icon
that may permit the third part 50 to silence the audible indicator
27. The controller 32 may further provide instructions to the third
party 50 as to what additional steps, if any, may need to be taken
to ensure proper charge between the power source 12 and the battery
16.
Embodiments of the battery charging system 10 may further comprise
the charging system 10 being configured to identify, or otherwise
recognize, an inoperable battery charger 20, or a battery charger
20 that fails to provide electric charge to the battery 16. For
example, the controller 32 may be configured to determine a
circumstance when the battery charger 20 is electrically coupled
between the power source 12 and the battery 16 but the battery
charger 20 fails to charge the battery 16. In such circumstances
the battery charger 20 may be an inoperable battery charger, or a
battery charger 20 that does not perform its intended function.
FIGS. 2 and 3 are flow charts illustrating operations of the
battery charging system 10 according to embodiments. In step 100,
an initial power connection may be monitored, such as, for example,
the presence or absence of the power connection signal generated
between the power source 12 and the battery 16 when the battery
charger 20 is electrically coupled therebetween. Further in
example, the initial power connection that is monitored may be the
interlock signal generated by the interlock circuit of the
controller 32 that disables the motor of the vehicle 30. At any
rate, in step 100, the determination may be made as to whether the
battery charger 20 is plugged into the vehicle 30 to establish
electrical connectivity between the power source 12 and the battery
16 of the vehicle 30. If the battery charger 20 is not plugged into
the vehicle 30, the controller 32 keeps the vehicle 30 in an
operational state and, in step 102, turns the instruction to sample
the battery voltage for the purpose of testing for an inoperable
charger to OFF. Without the battery charger 20 connected, there is
no need to attempt to sample the battery voltage to test for an
inoperable charger. In step 104, the controller 32 sets the
connection status between the battery charger 20 and the vehicle 30
to DISCONNECTED to reflect that the battery charger 20 is indeed
disconnected from the vehicle 30. In step 106, the controller 32
sets the charging confirmation status of the battery 16 to OFF,
because without the battery charger 20 charging the battery 16
there may be no need to confirm the charge. In step 108, the
controller 32 sets the inoperative battery charger notification to
OFF, because without the battery charger 20 connected the
controller 32 need not monitor the operational status thereof. In
step 110, the controller 32 turns the timer associated with the
time the battery 16 has been charging to OFF because without the
battery charger 20 connected to the battery 16, there is no charge
time to monitor or count. When steps 102, 104, 106, 108 and 110
have been accomplished, the controller 32, in step 100, thereafter
continues to look for the initial power connection from the battery
charger 20 between the power source 12 and the battery 16.
When the battery charger 20 is indeed plugged into the vehicle 30
to recharge the battery 16, the controller 32 senses the initial
power connection and disables the vehicle 30 through the interlock
circuit of the vehicle harness, as described herein. With the
battery charger 20 electrically connected to the vehicle 30 (and
its battery 16) and the vehicle 30 in the locked-out status, in
step 120, the controller 32 nevertheless confirms that the vehicle
is in locked out status and that the connection status between the
battery charger 20 and the vehicle 30 is set to DISCONNECTED. Under
these conditions, in step 122, the controller 32 samples the
voltage of the battery 16 and records this sample voltage as the
current battery voltage. The recorded voltage may be stored in a
memory of the controller 32. In 124, the controller 32 may set the
status of the control logic for determining the presence of an
inoperable charger to ON. FIG. 3 illustrates in greater detail the
control logic for determining the presence of an inoperable
charger, which will be discussed in greater detail herein.
In step 126, the controller 32 turns the timer associated with the
time the battery 16 has been charging to ON to track the amount of
time that has passed since the controller 32, in step 104, measured
the battery voltage and recorded the same in the controller's 32
memory. In step 128, the controller 32 sets the connection status
between the battery charger 20 and the vehicle 30 to CONNECTED to
confirm that the battery charger 20 is indeed electrically coupled
to the battery 16. At this stage, therefore, the electrical
connection of the battery charger 20 to the battery 16 has been
detected, the vehicle 30 has been placed in the locked-out state,
the initial battery voltage has been measured and recorded, the
controller 32 has been instructed to begin the control logic for
the detection of an inoperable battery charger, and the timer for
measuring the time the battery 16 has been charging has been
started. The control logic of FIG. 2 then returns to step 100 and
continues to loop to step 120 and back to step 100, repeatedly,
until the battery charger 20 is disconnected from the vehicle 30
and the vehicle's interlock circuit ceases the lockout of the motor
and traction control, at which point the control logic flows from
step 100 to step 102 and on through step 110, as described
above.
With the status of the control logic for determining the presence
of an inoperable charger set to ON, from step 124, the controller
32 may begin to govern and perform the control logic illustrated in
FIG. 3. For example, in 200, the controller 32 may confirm that the
control logic for determining the presence of an inoperable charger
is indeed set to ON. The controller 32 may also continue to measure
the voltage of the battery 16 and compare the measured voltage to
the recorded voltage stored in the memory from step 122. In
general, when the battery charger 20 is electrically coupled to the
battery 16 and operating according to its intended function, the
voltage in the battery 16 should rise over a given time period.
Thus, if in step 200 the measured voltage is greater than the
recorded voltage, the controller 32 may confirm the battery charger
20 is operative (i.e., operating according to its intended function
and delivering electric charge to the battery 16) and proceed to
step 202. In step 202, the controller 32 may change the status of
the charging confirmation status of the battery 16 from OFF to ON
to thereby confirm to the battery charging system 10 that the
battery charger 20 is functioning properly. The battery charger 20
may thereafter continue to charge the battery 16 until the third
party 50 desires to disconnect the battery charger 20 from the
vehicle 30, at which point the control logic flows from step 100 to
step 102 and on through step 110, as described above and set forth
in FIG. 2.
On the other hand, if the measured voltage from step 200 is less
than or equal to the recorded voltage from step 122, then the
controller 32 may be required to confirm several other charging
parameters to confirm whether or not the battery charger 20 is
operative or inoperative. For example, in step 204, the controller
32 confirms that the connection status between the battery charger
20 and the vehicle 30 is still set to CONNECTED to confirm that the
battery charger 20 is indeed electrically coupled to the battery
16. In step 204, the controller 32 also confirms that the status of
the charging confirmation status of the battery 16 is still set to
OFF to thereby confirm that the controller 32 has not yet confirmed
that the battery charger 20 is functioning properly to deliver an
adequate charge to the battery 16. In step 204, the controller 32
may also compare the elapsed time measured by the timer in step 126
to a predetermined time. Time can be used to calculate an expected
rise in voltage in the battery 16. For example, based on the laws
of physics and the configuration of the battery charger system 10,
for a predetermined interval of time, the controller 32 may expect
or otherwise anticipate from calculations that the battery charger
20, functioning properly, has had enough time to raise the voltage
of the battery 16 above the initial recorded voltage. If the
battery charger 20 cannot meet these predetermined requirements,
the controller 32 may conclude that the battery charger 20 is
inoperative. Thus, in step 204, if the measured time is below the
predetermined time, then the controller 32 may instruct the system
10 to return to step 200 for the voltage of the battery 16 to be
measured again. Step 200 is thus repeated and the measured voltage
is compared with the recorded voltage from step 122. As described
above, if the measured voltage is greater than the recorded
voltage, the controller 32 may proceed to step 202 and confirm the
battery charger 20 is operative. On the other hand, if the measured
voltage is less than or equal to the recorded voltage, the control
logic may proceed to step 204. In step 204, the measured time is
again compared to the predetermined time. If the measured time is
still less than the predetermined time, the step 200 may be
repeated again. Yet, if the measured time is greater than or equal
to the predetermined time, then the controller 32 may conclude that
the battery charger 20 has had ample time to raise the voltage of
the battery 16 above the recorded voltage (i.e., initial voltage
when the battery charger was connected) and has not been able to do
so. Under these circumstances, the controller 32 may determine in
step 206 that the battery charger 20 is inoperative.
Embodiments of the battery charging system 10 may comprise the
controller 32 being configured to communicate the inoperative
status of the battery 16 to the third party 50 by way of the
indicators 25, 27 and/or 29 or by another means. For example, the
controller 32 may generate an audible alert through the audible
indicator 27 to indicate to the third party 50 that the battery
charger 20 is inoperative. In like manner, the controller 32 may
generate a visual alert through the visual indicator 29 to indicate
to the third party 50 that the battery charger 20 is inoperative.
By way of example, once the system 10 determines that the battery
charger 20 is inoperative, the controller 32 may instruct the
audible and visual indicators 27 and 29, as part of the VDU
controlled and operated by the controller 32, to alert the third
party 50 as to the status of the battery charger 20. The VDU may
have a button or control thereon that allows the third party 50 to
silence the audible alert. The VDU may also display instructions
thereon to the third party 50 as to how to address the inoperative
battery charger 20, such as repairing, resetting, or replacing the
battery charger 20.
Embodiments of the battery charging system 10 may comprise other
means by which the system 10 may communicate the status of the
inoperative battery charger 20 to the third party 50. For example,
embodiments of the battery charging system 10 may comprise a
communication control device 40 that can be configured to
wirelessly connect to a communications network, web server, or
other internet-enabled devices, and/or the internet through WiFi,
cellular modem, Bluetooth, or other similar wireless technology.
The status of the electrical connection of the battery charger 20
to the vehicle 30 and the battery voltage may be communicated at
periodic intervals to the communication control device 40, as well
as the controller 32, to keep the communication control device 40
and controller 32 up to date. As such, the controller 32 may be
configured to wirelessly communicate, even in real-time, with the
third party 50 regarding the status of the power source 12, the
battery charger 20, the battery 16, and/or the vehicle 30. For
example, if and when the system 10 detects an inoperative battery
charger 20, the controller 32 and the communication control device
40 may function to wirelessly transmit a communication, such as an
e-mail, text message, social media post, or the like, to the third
party 50. The communication may include such information as site
name, site location, site identification, vehicle number, and time
of detection, for example.
Embodiments of the battery charging system 10 may be configured
with a switch or control to disable or otherwise alter the
performance of the system 10 for vehicles 30 that are operated
within a Watt Miser system that charges at off-peak times.
While this disclosure has been described in conjunction with the
specific embodiments outlined above, it is evident that many
alternatives, modifications and variations will be apparent to
those skilled in the art. Accordingly, the preferred embodiments of
the present disclosure as set forth above are intended to be
illustrative, not limiting. Various changes may be made without
departing from the spirit and scope of the present disclosure, as
required by the following claims. The claims provide the scope of
the coverage of the present disclosure and should not be limited to
the specific examples provided herein.
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